Powertrain Controller

ABSTRACT

A universal controller for a powertrain is provided. The universal controller comprises a configurable powertrain model which is configurable to model a class of generic powertrains comprising J generic power sources, K generic power sinks, and L generic couplings. The universal controller is arranged to receive an input file comprising a plurality of input parameters to configure the configurable powertrain model of the universal controller to control a specific powertrain having a powertrain architecture comprising N power sources, M power sinks, and X couplings. The configurable powertrain model is configured to model the specific powertrain based using N power source models, M power sink models, X coupling models, and a model architecture which may be defined from a generic powertrain component library and a connection parameter module.

TECHNICAL FIELD

The present invention relates to the control of a powertrain. Forexample, the present invention relates to the control of a powertrainsuch as a powertrain comprising at least one of an internal combustionengine, a hydrogen fuel cell, or a battery.

BACKGROUND

A powertrain is a system which includes one or more components whichgenerate power (power sources) and one or more components which arearranged to deliver that power in a desired form. For example, for amotor vehicle, a powertrain may comprise an internal combustion engine,a gear box (also known as a transmission), a drive shaft, adifferential, and a set of wheels which are in contact with a drivingsurface.

For example, FIG. 1A shows a schematic example of a powertrain for amotor vehicle. In the above example, the powertrain comprises a singlepower source, the internal combustion engine. The internal combustionengine is connected to a clutch and a gearbox which is in turn connectedto a drive output (e.g. wheels). In other powertrains, components suchas the clutch and gearbox may not be present. For example, in FIG. 1B aschematic diagram of a powertrain comprising an internal combustionengine and a drive output is shown (i.e. a direct drive powertrain).

In other powertrains, more than one power source may be present. Forexample, in a hybrid powertrain, there may be a plurality of powersources present, such as an internal combustion engine and an electricmotor/generator. For example, FIGS. 1C and 1D are examples of hybridpowertrains including an internal combustion engine and a motorgenerator. In the examples of FIGS. 1C and 1D, a gearbox and a clutchare also provided. It will be appreciated from FIGS. 1C and 1D that thearrangement of the clutch, gearbox and motor generator may be varieddepending on the powertrain architecture.

In order to operate a powertrain, a controller is typically provided tocontrol the powertrain. For example, in the motor vehicle example above,a controller may be provided to control the powertrain to provide adesired drive output to the wheels. One class of controller may use aset of pre-defined rules or heuristic methods to control the powertrain.Another class of controller may include a model of the powertrain whichallows for the determination of suitable control settings for thepowertrain. For example, the controller may use a model of thepowertrain to determine suitable actuator input setpoints for actuatorsof the internal combustion engine.

For hybrid powertrains, the presence of multiple power sources havingdifferent energy domains increases the complexity of the controlproblem. Furthermore, as the design of powertrains, in particular hybridpowertrains becomes more complex, the number of possible arrangements ofthe powertrain components increases significantly. For example, for ahybrid powertrain comprising an internal combustion engine and anelectric motor, multiple configurations of the power sources in eitherparallel or series are possible. As such, the control of a specificpowertrain is challenging as the architecture of the specific powertrainmay have a relatively complex and unique architecture. Furthermore, itcan be challenging to design and evaluate a controller for such apowertrain which is not inherently biased towards a particular controlsolution.

Against this background there is provided a universal powertraincontroller.

SUMMARY

According to a first aspect of the disclosure, a universal controllerfor a powertrain is provided. The universal controller comprises aconfigurable powertrain model.

The configurable powertrain model is configurable to model a class ofgeneric powertrains comprising J generic power sources, K generic powersinks, and L generic couplings. The universal controller is arranged toreceive an input file comprising a plurality of input parameters toconfigure the configurable powertrain model of the universal controllerto control a specific powertrain having a powertrain architecturecomprising N power sources, M power sinks, and X couplings.

The configurable powertrain model comprises a generic powertrain libraryand a connection parameter module.

The generic powertrain component library is configured to provide amodel of each of the N power sources, M power sinks and X couplings ofthe specific powertrain. The generic powertrain component librarycomprises:

(i) a plurality of configurable first component models from which Npower source models are configurable based on first input parameters ofthe input file, the N power source models representative of the N powersources of the specific powertrain, wherein

each first component model is configured to receive at least one of aplurality of first component specific inputs and to calculate an effortoutput or flow output based on the at least one of the plurality offirst component specific inputs;

(ii) a plurality of configurable second component models from which Mpower sink models are configurable based on second input parameters ofthe input file, the M power sink models representative of the M powersinks of the specific powertrain wherein

each second component model is configured to receive at least one of aplurality of second component specific inputs and to calculate an effortoutput or flow output based on at least one of the plurality of secondcomponent specific inputs;

(iii) a plurality of configurable third component models from which atleast one inertance coupling model is configurable based on third inputparameters of the input file, wherein

each third component model is configured to receive a plurality ofeffort inputs and to calculate a flow output based on the effort inputs;and

(iv) a plurality of fourth component models from which a compliancebased coupling model is configurable based on fourth input parameters ofthe input file, wherein

each fourth component model is configured to receive a plurality of flowinputs and to calculate an effort output; and

wherein the inertance coupling models and the compliance based couplingmodels are representative of the X couplings of the specific powertrain.

The connection parameter module is configured to define a modelarchitecture of the N power source models, M power sink models and Xcoupling models which is representative of the powertrain architecturebased on flow weight parameters and effort weight parameters of theinput file. The flow weight parameters define any flow connections fromthe flow outputs of the N power source models, the flow outputs of the Mpower sink models, and the flow outputs of the inertance coupling modelsof the X couplings to the flow inputs of the compliance based couplingmodels of the X couplings of the model architecture. The effort weightparameters define any effort connections from the effort outputs of theN power source models, the effort outputs of the M power sink models,and the effort outputs of the compliance based coupling models of the Xcouplings to the effort inputs of the inertance coupling models of the Xcoupling models of the model architecture. The configurable powertrainmodel is configured to model the specific powertrain based on the Npower source models, M power sink models, X coupling models, and themodel architecture.

The universal powertrain controller comprises a configurable powertrainmodel. The configurable powertrain model comprises a plurality ofcomponent models of powertrain components. The component models can beconfigured by a (e.g. user-specified) input file to model a wide rangeof different powertrain architectures. As such, based on a first inputfile the configurable powertrain model can be configured to model aspecific powertrain architecture comprising N₁ power sources, M₁ powersinks, and X₁ couplings. A second (different) input file could be usedto configure the configurable powertrain model to model a specificpowertrain architecture comprising N₂ power sources, M₂ power sinks, andX₂ couplings. Thus, it will be appreciated that the configurablepowertrain model may be configured to model a class of genericpowertrains, the generic powertrain class comprising J generic powersources, K generic power sinks, and L generic couplings.

It will be appreciated that there is a large range of potentialcomponents which could be incorporated into a powertrain. Accordingly,the universal powertrain controller comprises a generic powertraincomponent library comprising a plurality of component models. Thecomponent models can be adapted to model a wide range of powertraincomponents based on input parameters specified in the input file. Thus,the universal powertrain controller can be configured to model a widerange of different powertrain components using only modifications toinput parameters to the controller.

The configurable first component models of the generic powertraincomponent library may be configured to model a range of different powersources for a powertrain. Each configurable first component model isconfigured to receive at least one first component specific input fromwhich an effort or flow output can be calculated. Accordingly, thegeneric powertrain component library can be configured to provide modelsfor each of the N power sources in a specific powertrain.

Further, the configurable second component models of the genericpowertrain component library may be configured to model a range ofdifferent power sinks for a powertrain. Each configurable secondcomponent model is configured to receive at least one second componentspecific input from which an effort or flow output can be calculated(the effort or flow output for the power sink having the possibility ofbeing negative). Accordingly, the generic powertrain component librarycan be configured to provide models for each of the M power sinks in aspecific powertrain.

The X couplings of the specific powertrain may be modelled by theconfigurable third component models and the configurable fourthcomponent models of the generic powertrain component library. Thecouplings of a specific powertrain may comprise an inertance elementand/or a compliance based element. Accordingly, the configurable thirdcomponent models may be configured to provide inertance coupling modelsbased on third input parameters of the input file. The configurablefourth component models may be configured to provide compliance basedcoupling models based on fourth input parameters of the input file.Thus, inertance coupling models and the compliance based coupling modelsmay be configured from the generic powertrain component library torepresent the X couplings of the specific powertrain.

It will be appreciated that the first, second, third and fourthcomponent models of the generic component library are configurable tocalculate either efforts or flows. As such, it will be appreciated thatthe component models are dynamic models (i.e. dynamic component models).That is to say, the dynamic component models are configured to accountfor time-dependent changes in the state(s) of the specific powertrain tobe modelled. That is to say, the universal powertrain controller iscapable of modelling a specific powertrain which is operating undernon-steady state conditions.

The universal powertrain controller also includes a connection parametermodule configured to define a model architecture based on the componentsof the specific powertrain to be modelled. The connection parametermodule models the architecture of the specific powertrain based on theeffort and flow weights included in the input file. As such, thearchitecture of the specific powertrain to be controlled can be modelledby the universal controller based on only an input file specified by auser.

Thus, the powertrain components and powertrain architecture are bothdefined by input file parameters. Therefore, the universal controller isconfigurable to model an entire class of powertrains with onlymodifications to parameters of the input file. As such, the universalcontroller can be configured (and reconfigured) to model a wide range ofpowertrains without the need to re-write and re-compile the universalcontroller. This in turn may reduce the overheads for developing andvalidating a controller for a specific powertrain.

BRIEF DESCRIPTION OF THE FIGURES

Embodiments of the present disclosure will now be described, by way ofexample only, with reference to the accompanying figures in which:

FIG. 1A shows a schematic diagram of an example of a first powertrain;

FIG. 1B shows a schematic diagram of an example of a second powertrain;

FIG. 1C shows a schematic diagram of an example of a third powertrain;

FIG. 1D shows a schematic diagram of an example of a fourth powertrain;

FIG. 2 shows a diagram of a tetrahedron of state;

FIG. 3 shows a table of various states in different energy domains;

FIG. 4 shows an overview diagram of the inputs to the universalpowertrain controller;

FIG. 5 shows a diagram of the generic powertrain component library andthe connections that may be specified between each of the componentmodels;

FIG. 6A shows a schematic diagram of a first powertrain according tothis disclosure

FIG. 6B shows a further schematic diagram of a generator powertrain witha non-rigid drive shaft;

FIG. 7 shows a block diagram of one example of a generic linearinertance coupling model;

FIG. 8A shows a diagram of the one possible configuration of theuniversal controller to provide a powertrain model of the firstpowertrain;

FIG. 8B shows a further diagram of another possible configuration of theuniversal controller to provide a powertrain model of the firstpowertrain where the drive shaft is assumed to not be rigid.

FIG. 9 shows a diagram of the universal controller configured to providea powertrain model of the second powertrain;

FIG. 10 shows a schematic diagram of a second powertrain according tothis disclosure;

FIG. 11 shows a block diagram of one example of a generic linearcompliance based coupling model;

FIG. 12 shows a diagram of the universal controller configured toprovide a powertrain model of the third powertrain;

FIG. 13 shows a schematic diagram of a third powertrain according tothis disclosure;

FIG. 14 shows a diagram of a generic inertance coupling model includingan effort scaling module

FIG. 15 shows a diagram of the universal controller configured toprovide a powertrain model of the fourth powertrain

FIG. 16 shows a schematic diagram of a fourth powertrain according tothis disclosure;

FIG. 17 shows an annotated diagram of a fourth powertrain according tothis disclosure.

DETAILED DESCRIPTION

According to an embodiment of the disclosure, a universal controller isprovided. The universal controller comprises a configurable powertrainmodel for a powertrain. That is to say, the universal controller can beconfigured using an input file to provide a model of a powertrain forthe universal controller. The universality of the controller allows theconfigurable powertrain model to be capable of modelling any powertrainwithin the class of generic powertrains comprising J generic powersources, K generic power sinks, and L generic couplings (where J, K, andL are each integers greater than 0).

The universal controller of this disclosure is able to control a widerange of powertrains, including powertrains which operate in a range ofenergy domains. This is achieved by modelling the transfer of physicalenergy through the powertrain using the concept of efforts and flowsfrom Bond Graph Theory. Bond graph theory models energy transfer in adynamic system based on the tetrahedron of state. In general, thedynamics of a physical system can be represented by an effort (e(t)), aflow (f(t)), a momentum (p(t)) and a displacement (q(t)). Therelationship between these states can be shown in a tetrahedron ofstate, such as the tetrahedron of state shown in FIG. 2 . According tothe tetrahedron of state, any starting from one state, any of the of theother states can be calculated based on the relationships set out in thetetrahedron of state.

The tetrahedron of state can be applied to various energy domains. Forexample, FIG. 3 sets out the equivalent terms in a selection of energydomains. For example, in the angular mechanical energy domain, a torqueis a form of effort, whilst an angular velocity is a flow. By applyingthe principal of conservation of energy, the physical relationshipbetween various components of a powertrain (including hybridpowertrains) can be modelled by accounting for the transfer of energythrough the powertrain (efforts to flows, flows to efforts).

Overview of the Universal Controller

An overview of the universal controller is shown in FIG. 4 . FIG. 4shows a diagram of the input file, the generic component library and a(specific) powertrain model which the universal controller may beconfigured to generate. FIG. 4 explains that the input file includes aplurality of parameters. The input file parameters may be applied tocomponent models in the generic component library of the universalcontroller. This results in the generation of a specific powertrainmodel including N power source models, M power sink models and Xcoupling models. The interactions between the including N power sourcemodels, M power sink models and X coupling models are governed by themodel architecture.

Accordingly, the class of generic powertrains to be modelled includes atleast one power sink, at least one power source, and at least onecoupling (e.g. to link the power source to the power sink). Theuniversal controller includes a generic component library of componentmodels which allow the universal controller to model a wide range ofdifferent power sources, power sinks and couplings. The genericcomponent library is discussed in more detail below.

In order to configure the configurable powertrain model, the universalcontroller is arranged to receive an input file. The input file includesinformation arranged to configure the universal powertrain controller tomodel a specific powertrain comprising N power sources, M power sinks,and X couplings arranged with a specific powertrain architecture. Assuch, the input file provides input parameters which configure theconfigurable powertrain model to provide N power source models, M powersink models, X coupling models, and a model architecture.

As shown in FIG. 4 , the input file can include a plurality of inputparameters. The input parameters are provided in order to configure eachof the configurable component models of the generic powertrain componentlibrary. For example, the first input parameters are provided in orderto configure the configurable first component models to represent the Npower sources of the specific powertrain. The second input parametersare provided in order to configure the configurable second componentmodels to represent the M power sinks of the specific powertrain. Thethird input parameters are provided in order to configure theconfigurable third and fourth component models to represent the Xcouplings of the specific powertrain. Further details of the inputparameters are provided below.

The input file can also include information relating to the first andsecond component specific inputs. The first and second componentspecific inputs may be input variables to the universal controller whichreflect a property of a component of the specific powertrain. Forexample, for a first component model which is configured to model aninternal combustion engine (power source), the output of the componentmodel may be a torque produced by the internal combustion engine (i.e.an effort output). The component specific inputs may be variables of theinternal combustion engine which allow the first component model tocalculate the effort output. For example, in one embodiment, thecomponent specific inputs to a first component model representative ofan internal combustion engine may comprise at least one of: Fuel massflow. Exhaust gas recirculation (EGR), Start of Injection (SOI), FuelRail Pressure (FRP), Shot Mode, Turbo Boost, and Engine Speed.

It will be appreciated that the component specific inputs, as well asthe efforts and flows that the universal powertrain controller maycalculate are time-dependent variables. As such, the first, second,third, and fourth component models are dynamic component models whichare configurable to model a time variant system (i.e. configurable tomodel a non-steady state system).

The input file also includes information relating to the architecture ofthe specific powertrain. The input file comprises flow weight parametersand effort weight parameters. The flow weight parameters and effortweight parameters are used by the powertrain model to represent theconnections between each of the components in the specific powertrain.As such, the model architecture is based on the flow weight parametersand effort weight parameters provided by the input file.

Generic Powertrain Component Library

FIG. 5 shows a diagram of the generic powertrain component library andthe connections that may be specified between each of the componentmodels. As such, FIG. 5 provides a schematic diagram of the universalcontroller in a state prior to configuration with an input file.

FIG. 5 shows a representation of the first, second third, and fourthcomponent models in the generic powertrain component library.

First Component Models

The first component models shown in FIG. 5 are configurable to representflow power sources or effort power sources of a powertrain. As such, theconfigurable first component models comprise generic flow power sourcemodels and generic effort power source models which may be configured torepresent specific power sources of a specific powertrain. As shown inFIG. 5 , the generic powertrain component library may comprise A genericeffort power source models and B generic flow power source models, whereA and B are non-zero positive integers.

Each generic effort power source model is a generic model of a componentwhich generates power in the form of an effort. Examples of an effortpower source include an internal combustion engine generating a torqueoutput, or a battery generating a voltage output. The generic powertraincomponent library includes one or more models for each genericcomponent. That is to say, the generic powertrain component library mayinclude a number of different models for a generic component (e.g. aninternal combustion engine) from which the most appropriate model may beselected. For example, in one embodiment, the generic powertraincomponent library may comprise: a first generic internal combustionengine model, a second generic internal combustion engine model, a thirdgeneric internal combustion engine model, a first motor-generator model,a second motor-generator model, a first battery model, and a secondbattery model. In total, in the embodiment of FIG. 4 , there are Ageneric effort power source models.

Each generic effort power source model of a component is configured tocalculate an effort output for that component based on at least onecomponent specific input provided to the controller. For example, for ageneric internal combustion engine model, the generic internalcombustion engine model may be configured to receive component specificinputs providing information relating to the variables Exhaust gasrecirculation (EGR), Start of Injection (SOI), Fuel Rail Pressure (FRP),Shot Mode, Turbo Boost, and Engine Speed. A generic motor generatormodel may be configured to receive component specific inputs providinginformation relating to the variables: Current.

A number of generic component models for each type of effort powersource wherein the component specific inputs utilised are different.Thus, the generic powertrain component library may be adapted to providesuitable models for a variety of different powertrains where a range ofinputs are available to the universal controller.

In order to configure each generic effort power source model to reflectthe performance of the specific effort power source to be modelled, eachgeneric effort power source model may be configured to receive one ormore first input parameters. The first input parameters provideinformation relating to the properties of each effort power sourcecomponent in the specific powertrain. For example, for a genericinternal combustion engine model, the model may be configured to receivefirst input parameters selected from a group including: Internalcombustion engine efficiency parameters, Turbocharger control mapparameters, Number of engine cylinders. The internal combustion engineefficiency parameters may include a range of different efficiencyparameters depending on the internal combustion engine, for exampleincluding at least one of: Volumetric efficiency, gross fuel conversionefficiency, exhaust fuel conversion efficiency. For a generic motorgenerator model (e.g. representative of a DC motor), the model may beconfigured to receive first input parameters including: counter EMFconstant (k_(b)), magnetic flux of the motor.

The generic flow power source models are generic models of a componentswhich generate power in the form of a flow. Examples of flow powersources include a synchronous motor outputting a constant angularvelocity, a massive body travelling at a constant speed, water flow fordriving a hydro-electric generator, or a hydraulic pump outputting aconstant fluid flow. The generic powertrain component library includesone or more models for each generic flow power source component. That isto say, the generic powertrain component library may include a number ofdifferent models for a generic flow power source component (e.g. asynchronous motor) from which the most appropriate model may beselected.

Each generic flow power source model of a component is configured tocalculate a flow output for that component based on at least onecomponent specific input provided to the controller. For example, ageneric synchronous motor model may be configured to receive a componentspecific input providing information relating to the variable: ACcurrent frequency, from which the flow output may be calculated. Similarto the effort power source models described above, a number of genericcomponent models may be provided for each type of flow power sourcewherein the component specific inputs utilised are different. Thus, thegeneric powertrain component library may be adapted to provide suitablemodels for a variety of different powertrains where a range of inputsare available to the universal controller.

In order to configure each generic flow power source model to reflectthe performance of the specific effort power source to be modelled, eachgeneric flow power source model may be configured to receive one or morefirst input parameters. The first input parameters provide informationrelating to the properties of each flow power source component in thespecific powertrain. For example, for a hydraulic pump, first inputparameters including volumetric efficiency, and the stroked volume ofthe hydraulic pump may be provided by the input file.

The configurable first component models in the generic powertraincomponent library comprise a variety of different models of variouspower source which may be used in a range of different powertrains. Byproviding a range of different generic power source models, theuniversal controller can be configured to control a wide range ofdifferent powertrains. Furthermore, as each configurable first componentmodel is arranged to receive first input parameters, each firstcomponent model can be configured to accurately model the behaviour ofthe specific power source to be modelled.

For example, in one embodiment an input file may be provided to thecontroller comprising first input parameters which define a specificpowertrain with N₁ power sources, where N₁ is a positive non-zerointeger. The N₁ power sources of the specific powertrain include A₁effort power sources and B₁ flow power sources, where A₁ and B₁ are bothnon-negative integers. Examples in which the universal controller isconfigured to model a specific powertrain are discussed in more detailbelow.

Second Component Models

The second component models shown in FIG. 5 are configurable torepresent flow power sinks or effort power sinks of a powertrain. Assuch, the configurable second component models comprise generic flowpower sink models and generic effort power sink models which may beconfigured to represent specific power sources of a specific powertrain.As shown in FIG. 5 , the generic powertrain component library maycomprise C generic effort power sink models and D generic flow powersink models, where C and D are non-zero positive integers.

The generic effort power sink models and generic flow power sink modelsare models of components which generally consume power. It will beappreciated that there are some components, for example amotor-generator, which may consume or generate power and as such mayinterchangeably act as a power source or power sink. Such components maybe modelled in the generic component library as a first component model,a second component model, or both. When configuring a model of aspecific powertrain, a component is considered to be a power source orpower sink based on its dominant use case. That is to say, componentswhich act as power sources for the majority of time are considered to bepower sources. Components which act as power sinks for the majority oftime are considered to be power sinks.

Each generic effort power sink model is a generic model of a componentwhich consumes power in the form of an effort. Examples of an effortpower sink include the drive output of a vehicle (e.g. wheels in contactwith the ground), or a motor-generator. The generic powertrain componentlibrary includes one or models for each generic component. That is tosay, the generic powertrain component library may include a number ofdifferent models for a generic component (e.g. a drive output) fromwhich the most appropriate model may be selected. For example, in oneembodiment, the generic powertrain component library may comprise: afirst generic drive model, a second generic drive model, a third genericdrive model, a first motor-generator model, a second motor-generatormodel. In total, in the embodiment of FIG. 4 , there are C genericeffort power sink models.

Each generic effort power sink model of a component is configured tocalculate an effort output for that component based on at least onesecond component specific input provided to the universal controller. Asthe specific power sink will often be consuming power, the effort outputcalculated by the generic effort power sink model may be negative. Forexample, for a generic drive model of a vehicle, the generic drive modelmay be configured to receive component specific inputs providinginformation relating to the variables: vehicle speed, wind resistance,and gradient. A generic motor generator model may be configured toreceive second component specific inputs providing information relatingto the variables: current output, voltage output.

A number of generic effort power sink models may be provided for eachtype of effort power sink. Thus, each type of effort power sink may bemodelled using different component specific inputs. Thus, the genericpowertrain component library may be adapted to provide suitable modelsfor a variety of different effort power sinks where a range of secondcomponent specific inputs are available to the universal controller.

In order to configure each generic effort power sink model to reflectthe performance of the specific effort power sink to be modelled, eachgeneric effort power sink model may be configured to receive one or moresecond input parameters. The second input parameters provide informationrelating to the properties of each effort power sink component in thespecific powertrain. For example, for a generic drive model, the modelmay be configured to receive first input parameters selected from agroup including: drive efficiency, coefficient of friction etc. For ageneric motor generator model (e.g. representative of a DC motor), themodel may be configured to receive first input parameters including:counter EMF constant (k_(b)), magnetic flux of the motor.

The generic flow power sink models are generic models of componentswhich consume power in the form of a flow. Examples of flow power sinksinclude the national grid, which receives electrical power at agenerally constant frequency. The generic powertrain component libraryincludes one or more models for each generic flow power sink component.That is to say, the generic powertrain component library may include anumber of different models for a generic flow power sink component (e.g.the national grid) from which the most appropriate model may beselected.

Each generic flow power sink model of a component is configured tocalculate a flow output for that component based on at least one secondcomponent specific input provided to the controller. For example, for ageneric national grid model, the generic national grid model may beconfigured to receive a component specific input providing informationrelating to the variable: AC current frequency, from which the flowoutput may be calculated. Similar to the effort power sink modelsdescribed above, a number of generic component models may be providedfor each type of flow power sink wherein the component specific inputsof the second component specific inputs utilised are different. Thus,the generic powertrain component library may be adapted to providesuitable models for a variety of different powertrains where a range ofinputs are available to the universal controller.

In order to configure each generic flow power sink model to reflect theperformance of the specific flow power sink to be modelled, each genericflow power sink model may be configured to receive one or more secondinput parameters. The second input parameters provide informationrelating to the properties of each flow power sink component in thespecific powertrain.

The configurable second component models in the generic powertraincomponent library comprise a variety of different models of variouspower sinks which may be used in a range of different powertrains. Byproviding a range of different generic power sink models, the universalcontroller can be configured to control a wide range of differentpowertrains. Furthermore, as each configurable second component model isarranged to receive second input parameters, each second component modelcan be configured to accurately model the behaviour of the specificpower source to be modelled.

For example, in one embodiment an input file may be provided to thecontroller comprising second input parameters which define a specificpowertrain with M₁ power sinks, where M₁ is a positive non-zero integer.The M₁ power sinks of the specific powertrain include C₁ effort powersinks and D₁ flow power sinks, where C₁ and D₁ are both non-negativeintegers. Examples in which the universal controller is configured tomodel a specific powertrain are discussed in more detail below.

Third Component Models

The third and fourth component models shown in FIG. 5 provide aplurality of generic coupling models which may be configured to modelone or more couplings of a specific powertrain. In general, a couplingof a specific powertrain links two components of a powertrain together.The causality of the coupling is reflected by the type of model chosento represent the coupling. Accordingly, a coupling of a specificpowertrain may either be modelled as an inertance coupling (i.e. aninertance coupling model), or a compliance based coupling (i.e. acompliance based coupling model). Inertance coupling models are modelwhich include an inertance parameter associated with the coupling.Inertance coupling models take one or more effort inputs, and determinea resultant flow output. Compliance based coupling models are modelswhich include compliance parameter with the coupling. Compliance basedcoupling models receive one or more flow inputs and calculate aresultant effort output.

The third component models shown in FIG. 5 are configurable to representinertance couplings. As shown in FIG. 5 , the generic powertraincomponent library may comprise E generic inertance coupling models,where E is a non-zero, positive integer.

Each generic inertance coupling model is a generic model of a couplingin a powertrain where an effort is provided to cause a flow. Examples ofan inertance coupling include a flywheel in the angular mechanicaldomain, or a vehicle mass in the linear mechanical domain.

The generic powertrain component library includes one or models for eachgeneric inertance coupling. That is to say, the generic powertraincomponent library may include a number of different models for a genericinertance coupling from which the most appropriate model may beselected. For example, in one embodiment, the generic powertraincomponent library may comprise: a first generic inertance couplingmodel, a second generic inertance coupling model, a third genericinertance coupling model etc. In total, in the embodiment of FIG. 5 ,there are E generic inertance coupling models.

Each generic inertance coupling model is configured to calculate a flowoutput for the coupling based at least one effort input. As show in FIG.5 , the effort input to an inertance coupling model may be provided byspecifying a connection between the inertance coupling model and any ofthe A effort power source models, any of the C effort power sink modelsand any of the F compliance based coupling models. Prior to theconfiguration of the universal controller, no connections are specifiedbetween the inertance coupling models and the effort outputs of theeffort power source models, effort power sink models, and the compliancebased coupling models. When the universal controller is configured for aspecific powertrain, connections may be specified between at least oneinertance coupling model and the effort outputs by the connectionparameter module. The connection parameter module is discussed in moredetail below.

A number of generic inertance coupling models for each type of inertancecoupling may be provided in the generic powertrain component library.Thus, the generic powertrain component library may be adapted to providesuitable models for a variety of different powertrains with a range ofdifferent architectures.

In order to configure each generic inertance coupling model to reflectthe performance of the specific inertance coupling to be modelled, eachgeneric inertance coupling model may be configured to receive one ormore third input parameters. The third input parameters provideinformation relating to the properties of each inertance coupling in thespecific powertrain. In some cases, the inertance coupling may alsoreflect further properties of the powertrain architecture, depending onthe specific components of the powertrain connected together by, orrepresented by, the inertance coupling model.

For example, FIG. 6A shows a diagram of a generator 100 comprising aninternal combustion engine 110, a motor generator 120, and a drive shaft130. The generator 100 is an example of a (first) specific powertrainaccording to this disclosure. The architecture of the generator 100comprises the internal combustion engine 110 which is connected to themotor generator 120 by the drive shaft 130. The internal combustionengine 110 is configured to generate a torque which is transferred viadrive shaft 130 to drive the motor generator 130 in order to generateelectrical power. Accordingly, the internal combustion engine 110sources an effort (torque) which acts on the drive shaft and the motorgenerator sinks an effort (torque) from the drive shaft. As such, thereare two effort inputs to the drive shaft.

In the example, of FIG. 6A, the inertia associated with the internalcombustion engine 110, and the inertia associate with themotor-generator 120 are both significantly greater than the inertiaassociated with the drive shaft 130. The drive shaft 130 may also beassumed to be rigid such that any compliance associated with the driveshaft is assumed to be negligible for the purposes of the model. Thus,in some generic inertance coupling models, the inertias of the internalcombustion engine 110 and the motor generator 120 may be lumped into asingle body, and modelled as a single inertia of the inertance coupling.The assumption that the drive shaft 130 is a rigid drive shaft meansthat there is no compliance associated with the drive shaft and thus thepowertrain does not include any compliance based coupling components.For example, in some powertrains where the drive shaft 130 is relativelyshort, this approximation is reasonable in order to simplify the model.

FIG. 7 shows a block diagram of an example of a generic inertancecoupling model, which is a generic linear inertance coupling model. Theblock diagram of FIG. 7 may be used to model the lumped inertias of theinternal combustion engine 110 and motor generator 120 of FIG. 6A as alinear inertance coupling. As shown in FIG. 7 , the generic linearinertance coupling model is configurable to receive a plurality ofeffort outputs. For example, the generic inertance coupling model may beconfigured to receive effort outputs from an effort power source modelrepresentative of the internal combustion engine 110 and an effort powersink model representative of the motor-generator 120. The generic linearinertance coupling model is a linear model as the flow output iscalculated through a linear equation (integration). Of course, the thirdcoupling models may also include other generic inertance coupling modelswhich are non-linear (i.e. a generic non-linear inertance couplingmodel).

As shown in the generic linear inertance coupling model of FIG. 7 , afirst effort sum junction is provided. The first effort sum junction isconfigurable to calculate a net effort input for the generic inertancecoupling model based on the effort outputs provided to it (i.e. at leastone of: the effort output from one or more power source models, theeffort output from one or more power sink models, and the effort outputfrom one or more compliance based coupling models). As shown in FIG. 7 ,the flow output is calculated based on the net effort input calculatedby the first effort sum junction.

In order to accurately model the drive shaft 130 of FIG. 6A, the genericlinear inertance coupling model is also configured to receive thirdinput parameters. The third input parameters may include informationrelating to an inertance for the coupling (i.e. an inertance parameterI1). In the generator 100 of FIG. 6A, the inertance parameter may bebased on the combined inertias of the internal combustion engine 110 andthe motor-generator 120.

In some embodiments, the third input parameters may include a firstresistance parameter. In some embodiments, a resistance parameter may beprovided to the generic inertance coupling model to adapt the model to acomponent based on a resistance. For example, in the electrical domain acircuit comprising a resistor and a capacitor (but no inertance) may bemodelled using by the inclusion of a generic inertance coupling modelcomprising a resistance parameter.

As shown in FIG. 7 , the flow output of the generic inertance couplingmodel is calculated in accordance with the tetrahedron of state. For thegenerator 100 of FIG. 6A, the inertance coupling model would beconfigured to calculate an angular velocity output (e.g. revolutions perminute) of the drive shaft.

Fourth Component Models

As shown in FIG. 5 , the generic powertrain component library alsoincludes fourth component models. The fourth component models

The fourth component models shown in FIG. 5 are configurable torepresent compliance based couplings. As shown in FIG. 5 , the genericpowertrain component library may comprise F generic compliance basedcoupling models, where E is a non-zero, positive integer.

Each generic compliance based coupling model is a generic model of acoupling in a powertrain where a flow is provided to cause an effort.Examples of a compliance based coupling include a drive shaft connectingsynchronous motor to a propeller.

Similar to the generic inertance coupling models discussed above, thegeneric powertrain component library includes one or models for eachgeneric compliance based coupling. That is to say, the genericpowertrain component library may include a number of different fourthcomponent models for a generic compliance based coupling from which themost appropriate model may be selected. For example, in one embodiment,the generic powertrain component library may comprise: a first genericcompliance based coupling model, a second generic compliance basedcoupling model, a third generic compliance based coupling model etc. Intotal, in the embodiment of FIG. 5 , there are F generic compliancebased coupling models.

Each generic compliance based coupling model is configured to calculatean effort output for the coupling based at least one flow input. As showin FIG. 5 , the flow input to a compliance based coupling model may beprovided by specifying a connection between the compliance basedcoupling model and any of the B flow power source models, any of the Dflow power sink models and any of the E inertance coupling models. Priorto the configuration of the universal controller, no connections arespecified between the compliance based coupling models and the flowoutputs of the flow power source models, the flow power sink models, andthe inertance coupling models. When the universal controller isconfigured for a specific powertrain, connections may be specifiedbetween at least one the effort outputs and the generic compliance basedcoupling model by the connection parameter module. The connectionparameter module is discussed in more detail below.

A number of generic compliance based coupling models for each type ofcompliance based coupling may be provided in the generic powertraincomponent library. Thus, the generic powertrain component library may beadapted to provide suitable models for a variety of differentpowertrains with a range of different architectures.

In order to configure each generic compliance based coupling model toreflect the performance of the specific compliance based coupling to bemodelled, each generic compliance based coupling model may be configuredto receive one or more fourth input parameters. The fourth inputparameters provide information relating to the properties of eachcompliance based coupling in the specific powertrain. In some cases, thecompliance based coupling may also reflect further properties of thepowertrain architecture, depending on the specific components of thepowertrain connected together by the inertance coupling. For example, insome embodiments, the fourth input parameters may include a complianceparameter for the compliance based coupling. In some embodiments, thefourth input parameters may include a second resistance parameter. Assuch, a generic compliance based coupling model may be adapted to modela resistive component. The compliance based coupling models of thefourth component models are discussed in further detail with referenceto the Synchronous AC Motor powertrain 200 below.

In general, the third and fourth component models of the genericcomponent library allow the universal controller to be configured tomodel a specific powertrain comprising X couplings. For example, in oneembodiment an input file may be provided to the controller comprisingthird and fourth input parameters which define a specific powertrainwith X₁ couplings, where X₁ is a positive non-zero integer. The X₁couplings of the specific powertrain include Y₁ inertance couplings andZ₁ compliance based couplings, where Y₁ and Z₁ are both non-negativeintegers. Examples in which the universal controller is configured tomodel a specific powertrain are discussed in more detail below.

Connection Parameter Module

FIG. 5 also shows a representation of the possible interconnections thatmay be defined by the effort and flow weight parameters in order todefine a model architecture. The connections between the componentmodels fall into one of two groups: flow connections or effortconnections. Flow connections may connect a flow output of one of thefirst, second or third component models to a flow input of a fourthcomponent model. As such, a flow connection may connect a flow output ofa generic flow power source model, a flow output of a generic flow powersink model, or a flow output of a generic inertance coupling model to aflow input of a generic compliance based coupling mode. Effortconnections may connect an effort output of one of the first, second orfourth component models to an effort input of a third component model.As such, an effort connection may connect an effort output of a genericeffort power source model, an effort output of a generic effort powersink model, or an effort output of a generic compliance based couplingmodel to an effort input of a generic inertance coupling mode.

In FIG. 5 , the possible effort connections between E generic inertancecoupling models and the A generic effort power source models, C genericeffort power sink models, the F compliance based couplings models areshown. FIG. 5 also shows the possible flow connections between the Fgeneric compliance based coupling models and the B generic flow powersource models, D generic flow power sink models, the E inertancecoupling models. As such, prior to the configuration of the universalcontroller with the input file, the universal controller is configurableto model substantially any possible powertrain architecture using theconnection parameter module.

The connection parameter module is configurable to define a modelarchitecture which is representative of the powertrain architecture of aspecific powertrain. As such, the connection parameter module isconfigured to specify the connections between the N power source models,M power sink models and X coupling models configured from the genericpowertrain component library. The connection parameter module specifiesthe connections based on flow weight parameters and effort weightparameters provided by the input file. As such, the connection parametermodule determines a model architecture which is representative of thepowertrain architecture based on flow weight parameters and effortweight parameters of the input file.

The flow weight parameters define the flow connections from the flowoutputs of the N power source models (i.e. the flow outputs from anyflow power source models), the flow outputs of the M power sink models(i.e. the flow outputs from any flow power sink models), and the flowoutputs of the inertance coupling models of the X couplings to the flowinputs of the compliance based coupling models of the X couplings of themodel architecture. That is to say the flow weight parameters definewhich of the possible flow connections of the universal controller arepresent in the model architecture.

The effort weight parameters define the effort connections from theeffort outputs of the N power source models, the effort outputs of the Mpower sink models, and the effort outputs of the compliance basedcoupling models of the X couplings to the effort inputs of the inertancecoupling models of the X coupling models of the model architecture. Thatis to say the effort weight parameters define which of the possibleeffort connections of the universal controller are present in the modelarchitecture.

Accordingly, universal controller may be configured to provide apowertrain model which models a specific powertrain based on the N powersource models, M power sink models, X coupling models, and the modelarchitecture. It will be appreciated from FIG. 5 that all of theinterconnections between the generic powertrain component models of thegeneric powertrain component library are present in the universalcontroller prior to configuration. As such, the universal controller maybe implemented using a pre-compiled computer program stored in a memory.The pre-compiled computer program may be executed on a processor toprovide a controller for a specific powertrain on receipt of an inputfile providing the input parameters discussed above. The skilled personwill appreciate that such a universal controller is possible because dueto the functionality of the generic powertrain component library and theconnection parameter module. Specifically, the universal controller isconfigurable to model a specific powertrain without being re-compiled asthe first, second, third, and fourth component models and the connectionparameter module are configurable based on input parameters from aninput file. As such, the universal powertrain controller is configurable(and reconfigurable) to model a wide range of powertrains without theneed to re-compile the universal controller.

In addition to the configurable powertrain model, the universalcontroller may also comprise additional control modules for controllinga powertrain. It will be appreciated that various model-based controlschemes for a powertrain (or indeed any dynamic system) comprise a modelof the powertrain to be controlled (i.e. a plant model). Thus, theuniversal controller of the present disclosure may incorporate variousother control modules, in order to control the powertrain. In someembodiments, the universal controller may be arranged to provide a modelof the specific powertrain to another control device associated with thespecific powertrain.

For example, in some embodiments, the universal controller may beprovided to control one or more actuator setpoints of a specificpowertrain. The universal controller may control the actuator setpointsbased on the powertrain model provided by the universal controller. Theuniversal controller may also comprise an optimiser module. Theoptimiser module may be configured to calculate one or more optimisedsetpoints for actuator setpoints based on the powertrain model of theuniversal powertrain controller. That is to say, the optimiser modulemay use to the powertrain module to determine optimised setpoints inorder to control a specific powertrain.

It will be appreciated that the above example of a universal controllerincluding an optimiser module is only one possible application of theconfigurable powertrain model of the universal controller. Indeed, theconfigurable powertrain model of the universal controller may be appliedto various model-based control schemes.

Specific Configurations of the Universal Powertrain Controller

Next, various examples of possible applications of the universalcontroller to specific powertrains will be discussed. It will beappreciated that the following examples of possible configurations ofthe universal controller are non-limiting, and that other configurationsof the universal controller will be readily apparent to the skilledperson.

Generator Example

FIG. 8A shows a schematic diagram of a universal controller which hasbeen configured to control a generator 100. As such, the configurablepowertrain model of the universal controller is configured to model thegenerator 100 shown in FIG. 6A. The configuration of the configurablepowertrain model is shown with respect to the diagram of FIG. 5 . Assuch, FIG. 8A shows the component models and connections which areutilised in the configurable powertrain model following configuration bya suitable input file for the generator 100.

As discussed above, the generator 100 comprises one internal combustionengine 110 which outputs a torque to drive the motor generator 120. Assuch, the specific powertrain comprise one effort power source (N=1).The motor generator 120 acts as a power sink in this specificpowertrain, and receives a torque. As such, the specific powertraincomprises one effort power sink (M=1). The internal combustion engine110 and the motor generator 120 are connected by a drive shaft 130(assumed to be rigid), allowing the inertance bodies 110 and 120 to bemodelled as a single lumped inertance. As such, the specific powertraincomprises one coupling, which is an inertance coupling (X=1, Y=1).

The input file which provides the input parameters to configure themodel as shown in FIG. 8A. As such, the input file provides first,second and third input parameters based on the components of thespecific powertrain (N=1, M=1, X=1, Y=1) discussed above. As thespecific powertrain does not include a compliance based coupling, nofourth input parameters are required. As such, it will be appreciatedthat FIG. 8A only shows the models of the configurable powertrain modelwhich are utilised in the configured powertrain model of the specificpowertrain.

The connection parameter module defines the connections between themodels shown in FIG. 8A. In this specific powertrain, the architectureof the specific powertrain is relatively simple, and so only effortconnections are used to model the specific powertrain. The effortconnections are specified by the effort weight parameters of the inputfile.

Accordingly, the diagram of FIG. 8A shows how the universal controller(e.g. as shown in FIG. 5 ) may be configured to provide a powertrainmodel of a generator 100.

As discussed above, in the example of FIG. 6A the rigid drive shaft 130is considered to be a rigid body, and as such there is assumed to be nosignificant compliance associated with drive shaft 130. For example, asshown in FIG. 6A the drive shaft 130 is relatively short. FIG. 6B showsa further example of a generator 100′ in which the drive shaft 130′ isrelatively long (relative to the drive shaft 130 of FIG. 6A). In such anexample, the drive shaft 130′ may have a compliance associated with itwhich it is desirable to account for in the configurable powertrainmodel. In order to account for the compliance of the drive shaft, theinertances associated with the internal combustion engine 110 and themotor generator 120 are modelled separately. Accordingly, componentmodels for two inertance couplings (Y=2) and one compliance basedcoupling (Z=1) will need to be configured from the generic powertraincomponent library (X=3).

Accordingly, the diagram of FIG. 8B shows how the universal controller(e.g. as shown in FIG. 5 ) may be configured to provide a powertrainmodel of a generator 100′ where the compliance of the drive shaft 130′is taken into account in the model. It will be appreciated that thedegree to which the universal controller makes assumptions about theperformance of the various components of a powertrain will depend on thedesired fidelity of the powertrain model to be provided by the universalcontroller.

Synchronous AC Motor Drive Example

FIG. 9 shows a schematic diagram of a universal controller which hasbeen configured to control a second powertrain 200 comprising asynchronous AC motor 210 direct driving a load 220. The synchronous ACmotor 210 is coupled to the load by a driveshaft 230. A diagram of sucha powertrain is shown in FIG. 10 .

The second powertrain 200 comprises a synchronous motor 210. Thesynchronous motor rotates with an angular velocity which is based on thefrequency of the AC power supply to the synchronous motor (e.g. 50 Hz).As such, the synchronous AC motor 210 is a flow based power source whichoutputs a constant flow (angular velocity). The synchronous AC motor 210is connected to a load 220 by a driveshaft 230. The load 220 may be somemachinery, (i.e. some form of inertance body) which is driven by atorque.

Accordingly, the second powertrain 200 comprises one flow power source(N=1). The load 220 acts as a power sink in this specific powertrain,and receives a torque. As such, the specific powertrain comprises oneeffort power sink (M=1). The load 220 also has an inertia associatedwith it. Accordingly, at least one inertance coupling should be includedin the powertrain model to account for the load inertia (Y=1). The ACsynchronous motor 210 and the load 220 are connected by a drive shaft230. The drive shaft receives the flow output from the synchronous motor210 and applies a torque to the load 220. Accordingly, the drive shaft230 may be modelled as a compliance based coupling (Z=2). Thus, in thesecond powertrain 200, two coupling models are present (X=2).

An example of a block diagram of a generic compliance based couplingmodel is shown in FIG. 11 . The block diagram of FIG. 11 may be used tomodel the drive shaft 230 of FIG. 10 as a compliance based coupling. Asshown in FIG. 11 , the generic compliance based coupling model isconfigurable to receive a plurality of flow outputs as flow inputs tothe model. For example, the generic compliance based coupling model maybe configured to receive flow outputs from a flow power source modelrepresentative of the synchronous AC motor 210 and a flow output fromthe inertance coupling model of the drive inertia.

As shown in the generic compliance based coupling model of FIG. 11 , afirst flow sum junction is provided. The first flow sum junction isconfigurable to calculate a net flow input for the generic compliancebased coupling model based on the flow outputs provided to it (i.e. atleast one of: the flow output from one or more power source models, theflow output from one or more power sink models, and the flow output fromone or more inertance coupling models). As shown in FIG. 11 , the flowoutput is calculated based on the net effort input calculated by thefirst flow sum junction.

In order to accurately model the drive shaft 230 of FIG. 10 , thegeneric compliance based coupling model is also configured to receivefourth input parameters. The fourth input parameters may includeinformation relating to a compliance for the coupling (i.e. a complianceparameter C1). In the second powertrain 200 of FIG. 10 , the complianceparameter may be based on the combined compliance of the synchronous ACmotor 210 and the drive shaft 230.

The fourth input parameter may also include information relating to aresistance for the coupling (i.e. a second resistance parameter R2). Theresistance term provides an option to configure the generic compliancebased coupling based on a resistance term, rather than a complianceterm.

The generic compliance based coupling model shown in FIG. 11 is ageneric linear compliance based coupling model. As shown in FIG. 11 ,the effort output may be calculated from the net flow input byintegrating the net flow input and scaling by the inverse of thecompliance parameter C1. Of course, it will be appreciated that thegeneric linear compliance based coupling model shown in FIG. 11 is onlyone example of a possible generic compliance based coupling model. Forexample, in other embodiments, the generic powertrain component librarymay include fourth component models which are generic non-linearcompliance based component models. Various types of dynamic models ofcomponents are well known to the skilled person.

The input file provides the input parameters to configure the model asshown in FIG. 9 . As such, the input file provides first, second, third,and fourth input parameters based on the components of the specificpowertrain (N=1, M=1, X=2, Y=1, Z=1) as discussed above. Similar toFIGS. 8A and 8B, FIG. 9 only shows the models of the configurablepowertrain model which are utilised in the configured powertrain modelof the second powertrain 200.

The connection parameter module defines the connections between themodels shown in FIG. 9 . For the second powertrain 200, the architectureincludes a flow based connection between the AC synchronous motor andthe load 220, as well as a separate inertance coupling to represent theinertia of the load 220. As such, the second powertrain model includesboth effort connections and flow connections. The effort connections arespecified by the effort weight parameters of the input file, and theflow connections are specified by the flow weigh parameters of the inputfile.

Motor Vehicle Powertrain

FIG. 12 shows a schematic diagram of a universal controller which hasbeen configured to control a third powertrain 300. A schematic diagramof the third powertrain 300 is shown in FIG. 13 . The third powertrain300 comprises an internal combustion engine, 310, a clutch 320, agearbox 330 and a drive output 340 (e.g. wheels). As such, the thirdpowertrain 300 may be considered to be representative of a motor vehiclepowertrain.

As with the previous examples, in order to configure the configurablepowertrain model to model the third powertrain 300, the input fileprovides input parameters which identify each component model to beconfigured. In the third powertrain 300, an internal combustion engineis provided 310. The internal combustion engine 310 generates a torque(effort output) and also has an inertia associated with it.

The final drive output 340 receives a torque (effort output) and alsohas an inertance associated with it.

The third powertrain 300 is a more complex powertrain (relative to thegenerator powertrain 100 shown in FIGS. 6A and 6B) as a clutch 320 andgearbox 340 is provided between the power source (internal combustionengine 310) and the power sink (final drive 340).

In the third powertrain 300 the clutch 320 may be assumed to beconnected to the internal combustion engine by a relatively short driveshaft, and so it is assumed that the clutch 320 is driven at the sameangular velocity as the internal combustion engine 310. The clutchapplies a torque to the gearbox 330 in accordance with the angularvelocity applied to it. As such, the clutch 320 may be represented as acompliance based coupling which receives a flow from the internalcombustion engine and final drive, and outputs an effort. Whilst in theexample of the third powertrain 300, the drive shaft between theinternal combustion engine 310 and the clutch 320 is not modelled as aseparate component, in other examples where a higher fidelity model isprovided the drive shaft could be modelled as a separate component.

The gearbox 330 is an example of a component which scales, or transformsthe energy applied to it. In the case of a gearbox, the angular velocityoutput and torque output of the gearbox are scaled relative to theangular velocity input and torque input based on the gear ratioselected. To account for the presence of the gearbox 330 in the model ofthe third powertrain 300, the third component model of the final driveinertia may include an effort scaling module. The effort scaling moduleallows of an inertance coupling model may be used to account forcomponents of a powertrain which scale efforts and flows in an energydomain (e.g. a transformer or a gearbox), or even components whichconvert energy between different energy domains (e.g. a motorgenerator).

Accordingly, the Final Drive Inertia model in FIG. 12 includes an effortscaling module which is configured to model the gearbox 330. A blockdiagram of a generic inertance coupling model including an effortscaling module is shown in FIG. 14 . The effort scaling module isconfigurable to scale at least one of the effort inputs to the genericinertance coupling model (e.g. the effort output from one or more powersource models, the effort output from one or more power sink models, andthe effort output from one or more compliance based coupling models). Asshown in FIG. 14 , the scaling to the effort output is applied prior tothe effort output being summed at the first effort sum junction. Thescaling is applied at a first scaling block (eTF1) using a first scalingparameter of the input file. In the example of the third powertrain 300,a torque output from the clutch 320 is connected to the inertancecoupling model of the Final Drive 340. It will be appreciated that theactual torque applied to the Final Drive will depend on the gear ratioof the gear box. Accordingly, the first scaling parameter may scale theeffort output from the compliance based coupling model of the clutch 320to account for the presence of the gearbox between the clutch 320 andthe final drive inertia 340.

As shown in FIG. 12 , a flow connection is also present between thefinal drive inertia 340 and the clutch 320. Due to the presence of thegearbox, the angular velocity of the final drive inertia may be scaledrelative to the clutch angular velocity. Thus the flow output from thefinal drive inertia may also be scaled. As shown in FIG. 14 , each thirdconfigurable model may include a scaled flow output. The scaled flowoutput may be calculated by the configurable third component model basedon a first complementary scaling parameter of the input file. In theexample of the gearbox, the first complementary scaling parameter is theinverse of the first scaling parameter. Thus, the flow and effortscaling of the gearbox is modelled in the model of the third powertrainwhilst accounting for the conservation of energy.

In some embodiments, the scaling (or transform) component to be modelledmay involve an amount of energy loss during the scaling process. In somepowertrain models the energy loss may be accounted for using efficiencyparameters of the effort scaling model. For example, there may be someenergy loss in the gearbox 330 of FIG. 13 due to friction and wear ofthe gearbox. To account for this energy loss, a first efficiencyparameter (η₁) may be applied when calculating the any scaled quantity.The first efficiency parameter may be specified in the input file. Thefirst efficiency parameter is less than or equal to 1.

Thus, the effort scaling module may apply the following scalings to aneffort input (e(t)), and flow output (f(t)) to calculate a scaled effortinput (e′(t)) and scaled flow output (f′(t)) respectively:

e′(t)=e(t)×k ₁×η₁

f′(t)=f(t)×k ₁ ⁻¹×η₁

Thus, the effort scaling module may be provided to model components of apowertrain which scale or transform efforts and flows.

In some embodiments, each effort scaling module is configurable to scaleat least one of the: effort output from one or more power source models,the effort output from one or more power sink models, and the effortoutput from one or more compliance based coupling models such that it istransformed from an effort in an energy domain to an effort in anotherenergy domain. For example, a motor-generator model may include effortinputs in the electrical energy domain and calculate flow outputs in therotational mechanical energy domain.

Returning to the example of the third powertrain in FIG. 12 , it will beappreciated that the third powertrain 300 comprises one effort powersource (N=1). The final drive 340 acts as a power sink in this specificpowertrain, and receives a torque. As such, the third powertrain 300comprises one effort power sink (M=1). The final drive 340 also has aninertia associated with it. Accordingly, two inertance coupling modelscan be included in the powertrain model to account for the final driveinertia and the inertia of the internal combustion engine (Y=2). Theinternal combustion engine 310 is connected to the gearbox by driveshafts either side of the clutch 320. The drive shaft receives the flowoutput from the internal combustion engine 310 and transfers a torque tothe gearbox via the clutch 320. Accordingly, the clutch 320 and driveshafts may be modelled as a compliance based coupling (Z=1). Asdiscussed above, the effort (torque) input to the gearbox can beconsidered as a scaled effort input to the inertance coupling model ofthe drive inertia. Accordingly, an inertance coupling model including aneffort scaling module may be used to model the gearbox and final driveinertia.

The input file provides the input parameters to configure the model asshown in FIG. 12 . As such, the input file provides first, second,third, and fourth input parameters based on the components of thespecific powertrain (N=1, M=1, X=3, Y=2, Z=1) as discussed above.Similar to FIGS. 8 and 9 , FIG. 12 only shows the models of theconfigurable powertrain model which are utilised in the configuredpowertrain model of the third powertrain 300.

The connection parameter module defines the connections between themodels shown in FIG. 12 . For the third powertrain 300, the architectureincludes an effort based connection between the internal combustioneffort output and the inertance coupling model of the inertia of theinternal combustion engine. This allows the powertrain model to accountfor the inertia of the internal combustion engine and also to accountfor the flow based drive of the clutch 320.

The above example of the third powertrain 300 utilised a genericinertance coupling model comprising an effort scaling module. Thegeneric powertrain component library may include a plurality of genericinertance coupling models.

By analogy with the generic inertance coupling model, it will beappreciated the generic powertrain component library may also includegeneric compliance based coupling models comprising flow scaling models.The flow scaling module may be provided to model components whichtransform or scale flows to produce a corresponding scaled effort.

Thus, each configurable fourth component model may include a flowscaling module configurable to scale at least one of: the flow outputfrom one or more power source models, the flow output from one or morepower sink models, and the flow output from one or more inertancecoupling models using a second scaling parameter (k₂) of the input file.Similar the effort output calculated by the configurable fourthcomponent model may also be scaled by a second complementary scalingparameter of the input file.

Furthermore, the flow scaling module may also be configured to accountfor energy losses in the scaling component. Thus, each flow scalingmodule may be configurable to account for energy loss when scaling theat least one of: the flow output from one or more power source models,the flow output from one or more power sink models, and the flow outputfrom one or more inertance coupling models based on a second efficiencyparameter (η₂) of the input file, and/or when scaling the effort outputcalculated by the configurable fourth component model based on thesecond efficiency parameter.

In some embodiments, each flow scaling module is configurable to scaleat least one of the: flow output from one or more power source models,the flow output from one or more power sink models, and the flow outputfrom one or more inertance coupling models such that it is transformedfrom a flow in an energy domain to a flow in another energy domain.

Hybrid Powertrain

FIG. 15 shows a schematic diagram of a universal controller which hasbeen configured to control a fourth powertrain 300. A schematic diagramof the fourth powertrain 400 is shown in FIG. 16 . The fourth powertrain400 comprises an internal combustion engine, 410, a clutch 420, a motorgenerator 430, a gearbox 440, and a drive output 450 (e.g. wheels). Assuch, the third powertrain 400 may be considered to be representative ofa motor vehicle with a hybrid powertrain.

As with the previous examples, in order to configure the configurablepowertrain model to model the fourth powertrain 400, the input fileprovides input parameters which identify each component model to beconfigured. In the fourth powertrain 400 the input file may includeinput parameters to configure models representative of: an internalcombustion engine effort power source, an internal combustion engineinertia, a clutch, a motor generator effort power source, a motorgenerator inertia, a gearbox compliance based coupling model, a finaldrive power sink and a final drive inertia. The component models shownin FIG. 15 are one example of a set of component models which could beconfigured from the generic powertrain component library to model thefourth powertrain 400.

In this example, the fourth powertrain includes two different effortbased power sources. The effort based power sources may be configured toreceive different component specific inputs, based on the first inputparameters of the input file. FIG. 17 shows an annotated diagram of FIG.16 , which shows the component specific inputs which may be provided foreach of the power source models and the power sink model.

For example, in accordance with FIG. 17 , the internal combustion engineeffort power source model is configured to calculate an effort outputrepresentative of the torque from combustion. As shown in FIG. 17 , theinternal combustion engine effort power source model is configured toreceive the component specific inputs: Exhaust gas recirculation (EGR),Start of Injection (SOI), Fuel Rail Pressure (FRP), Shot Mode, TurboBoost, and Engine Speed in order to calculate the effort output. Themotor generator effort power source model is configured to calculate aneffort output representative of the torque from magnetic coupling. Asshown in FIG. 17 , the motor generator effort power source model isconfigured to receive the component specific inputs Current and motorspeed.

Thus it will be appreciated that the universal controller may beconfigured to provide a powertrain model of a specific powertrain with aplurality of power sources. By analogy, the universal powertraincontroller may also be configured to provide a powertrain model of aspecific powertrain with a plurality of power sinks.

INDUSTRIAL APPLICABILITY

According to this disclosure, a universal controller is provided. Theuniversal controller may be configured to control any specificpowertrain falling within the class of generic powertrains comprising Jgeneric power sources, K generic power sinks, and L generic couplings,where (J, K, and L are positive, non-zero integers).

Accordingly, the universal controller may be configured to controlpowertrains for a variety of systems including, but not limited to:motor vehicles, electric vehicles, hybrid vehicles, marine vessels,electrical power generation equipment, manufacturing equipment, andaviation.

The universal controller is configurable to provide a powertrain modelof a specific powertrain upon receipt of an input file comprising inputparameters. Accordingly, the universal controller of this disclosure maybe reliably and efficiently configure to model a specific powertrain. Inparticular, by using parameters to configure the universal controller,the controller does not need to be re-compiled in order to generate anew model. This allows the universal controller to be applied to a rangeof powertrain systems in a reliable and efficient manner, thus avoidingextensive software build and testing costs associated with powertraincontrollers which are programmed and compiled for each specificpowertrain.

1. A universal controller for a powertrain, the universal controllercomprising a configurable powertrain model, the configurable powertrainmodel configurable to model a class of generic powertrains comprising Jgeneric power sources, K generic power sinks, and L generic couplings,wherein the universal controller is arranged to receive an input filecomprising a plurality of input parameters to configure the configurablepowertrain model of the universal controller to control a specificpowertrain having a powertrain architecture comprising N power sources,M power sinks, and X couplings, the configurable powertrain modelcomprising: (a) a generic powertrain component library configured toprovide a model of each of the N power sources, M power sinks and Xcouplings of the specific powertrain, the generic powertrain componentlibrary comprising: a plurality of configurable first component modelsfrom which N power source models are configurable based on first inputparameters of the input file, the N power source models representativeof the N power sources of the specific powertrain, wherein each firstcomponent model is configured to receive at least one of a plurality offirst component specific inputs and to calculate an effort output orflow output based on the at least one of the plurality of firstcomponent specific inputs; a plurality of configurable second componentmodels from which lvi power sink models are configurable based on secondinput parameters of the input file, the M power sink modelsrepresentative of the lvi power sinks of the specific powertrain whereineach second component model is configured to receive at least one of aplurality of second component specific inputs and to calculate an effortoutput or flow output based on at least one of the plurality of secondcomponent specific inputs; and a plurality of configurable thirdcomponent models from which at least one inertance coupling model isconfigurable based on third input parameters of the input file, whereineach third component model is configured to receive a plurality ofeffort inputs and to calculate a flow output based on the effort inputs,and a plurality of fourth component models from which a compliance basedcoupling model is configurable based on fourth input parameters of theinput file, wherein each fourth component model is configured to receivea plurality of flow inputs and to calculate an effort output; whereinthe inertance coupling models and the compliance based coupling modelsare representative of the X couplings of the specific powertrain, (b) aconnection parameter module configured to define a model architecture ofthe N power source models, M power sink models and X coupling modelswhich is representative of the powertrain architecture based on flowweight parameters and effort weight parameters of the input file,wherein the flow weight parameters define any flow connections from theflow outputs of the N power source models, the flow outputs of the Mpower sink models, and the flow outputs of the inertance coupling modelsof the X couplings to the flow inputs of the compliance based couplingmodels of the X couplings of the model architecture; and the effortweight parameters define any effort connections from the effort outputsof the N power source models, the effort outputs of the M power sinkmodels, and the effort outputs of the compliance based coupling modelsof the X couplings to the effort inputs of the inertance coupling modelsof the X coupling models of the model architecture; wherein theconfigurable powertrain model is configured to model the specificpowertrain based on the N power source models, M power sink models, Xcoupling models, and the model architecture.
 2. A universal controlleraccording to claim 1, wherein each configurable third component modelcomprises a first effort sum junction configurable to calculate a neteffort input for the third component model based on at least one of: theeffort output from one or more power source models, the effort outputfrom one or more power sink models, and the effort output from one ormore compliance based coupling models, wherein the flow output iscalculated based on the net effort input.
 3. A universal controlleraccording to claim 2, wherein each configurable third component modelcomprises an effort scaling module configurable to scale at least oneof: the effort output from one or more power source models, the effortoutput from one or more power sink models, and the effort output fromone or more compliance based coupling models using a first scalingparameter of the input file and to scale the flow output calculated bythe configurable third component model by a first complementary scalingparameter of the input file.
 4. A universal controller according toclaim 3, wherein each effort scaling module may be configurable toaccount for energy loss when scaling the at least one of the effortoutput from one or more power source models, the effort output from oneor more power sink models, and the effort output from one or morecompliance based coupling models based on a first efficiency parameterof the input file, and/or when scaling the flow output calculated by theconfigurable third component model based on the first efficiencyparameter.
 5. A universal controller according to claim 3, wherein eacheffort scaling module is configurable to scale at least one of the:effort output from one or more power source models, the effort outputfrom one or more power sink models, and the effort output from one ormore compliance based coupling models such that it is transformed froman effort in an energy domain to an effort in another energy domain. 6.A universal controller according to claim 3, wherein the net effortinput calculated by the first effort sum junction is based on efforts inthe same energy domain.
 7. A universal controller according to claim 1,wherein each configurable fourth component model comprises a first flowsum junction configured to calculate the net flow input for the fourthcomponent model based at least one of; the flow output from one or morepower source models, the flow output from one or more power sink models,and the flow output from one or more inertance coupling models.
 8. Auniversal controller according to claim 7, wherein each configurablefourth component model comprises a flow scaling module configurable toscale at least one of: the flow output from one or more power sourcemodels, the flow output from one or more power sink models, and the flowoutput from one or more inertance coupling models using a second scalingparameter of the input file and to scale the effort output calculated bythe configurable fourth component model by a second complementaryscaling parameter of the input file.
 9. A universal controller accordingto claim 8, wherein each flow scaling module may be configurable toaccount for energy loss when scaling the at least one of: the flowoutput from one or more power source models, the flow output from one ormore power sink models, and the flow output from one or more inertancecoupling models based on a second efficiency parameter of the inputfile, and/or when scaling the effort output calculated by theconfigurable fourth component model based on the second efficiencyparameter.
 10. A universal controller according to claim 8, wherein eachflow scaling module is configurable to scale at least one of the: flowoutput from one or more power source models, the flow output from one ormore power sink models, and the flow output from one or more inertancecoupling models such that it is transformed from a flow in an energydomain to a flow in another enemy domain.
 11. A universal controlleraccording to of claim 8, wherein the net flow input calculated by thefirst flow sum junction is based on flow in the same energy domain. 12.A universal controller according to claim 1, wherein each thirdcomponent model is configurable based on third input parameters of theinput file comprising one or more of: a first resistance parameter, anda first inertance parameter in order to define air inertance couplingmodel.
 13. A universal controller according to claim 1, wherein eachfourth component model is configurable based on fourth input parametersof the input file comprising one or more of: a second resistanceparameter, and a compliance parameter in order to define a compliancebased coupling model.
 14. A universal controller according to claim 1,wherein the specific powertrain to be controlled has a powertrainarchitecture comprising X couplings, wherein Y of the X couplings areinertance couplings and Z of the X couplings are compliance couplings; Yinertance coupling models are configurable from the configurable thirdcomponent models; and Z compliance based coupling models areconfigurable from the configurable fourth component models.